Parking damage prevention

ABSTRACT

An automatic braking system for parking which uses electromagnets to sense the proximity of adjacent cars and applies the brakes before actual contact is made. A throttlelimit is preferably included to prevent involuntary override of the brake system by excessive gas pedal travel.

United States Patent Pongracz [54] PARKING DAMAGE PREVENTION [72]Inventor: Laios Pongracz, 429 Fairmount Ave. Apt. 110, Jersey City, NJ.

[22] Filed: Feb. 9, 1970 [21] Appl. No.: 9,735

[52] US. Cl. ..l80/94, 188/110, 335/177 [51] Int. Cl ..;....B60k 27/08,B60t 7/12 [58] Field of Search ..180/96, 94, 82, 98; 188/110; ZOO/61.44;293/1, 4; 340/61; 317/1485,

DIG. 2; 335/205, 177

[56] References Cited UNITED STATES PATENTS 3,012,225 12/1961 l-lolt eta1 ..340/61 2,522,129 9/1950 Mahring ..340/61 1,758,854 5/1930 Schauman..180/94 2,354,687 8/1944 Keith et a1. ..188/110 X 51 Sept. 19, 19722,444,635 7/ 1 948 Dennis ..340/61 2,588,815 3/1952 Fasolino ..293/4 X2,991,839 7/1961 DeRemer ..188/110 X 3,409,874 11/1968 Bowler et a1...200/6L44 X 1,803,292 4/1931 Adler ..180/98 3,292,052 12/1966 Richer eta1. ..317/1485 3,411,603 11/1968 Kohls ..180/98 3,445,796 5/1969 Spirochet a1 ..335/205 Primary Examiner-Kenneth H. Betts AttorneyFrederic C.Dreyer [57] ABSTRACT An automatic braking system for parking which useselectromagnets to sense the proximity of adjacent cars and applies thebrakes before actual contact is made. A throttle-limit is preferablyincluded toprevent involuntary override of the brake system by excessivegas pedal travel.

10 Claims, 3 Drawing Figures PATENTEDSEP 19 m2 SHEET 1 0F 2 INVENTORLAJOS PONGRACZ P'A'IENTEDSEP 1 I912 3.692.139

SHEET 2 BF 2 FIG 3 INVENTOR LAJOS PONGRACZ PARKING DAMAGE PREVENTION Thepresent invention relates to an automatic system for preventing contactwith adjacent vehicles during parking operations and is concerned moreparticularly with a system for applying the brakes of the parkingvehicle upon its approach within a predetermined distance from theadjacent vehicle.

Prior attempts in this area have included mechanical and electricaldevices which either apply the brakes; cut-off the ignition; provide asignal such as a born, or they produce a combination of such effects. 7

However, the prior systems have required mechanical probes to engagesome portion of the nearby vehicle before they canrespond to itspresence. With the complexity and delicacy of the front and reardecorative areas of todays cars, significant damage can be done toanother vehicle by the probes themselves. Such systems, therefore,actually can defeat the purpose for which the driver employs and truststhem.

One facet of the subject appears to have been totally ignored by priorsystems. That is, the potential of an involuntary jump or a startledreaction by the driver when a system pre-empts control of the vehicle.An apprehensive driver could easily feed excessive throttle to the carat that moment, with a chance of overcoming the brake system and causingthe damage he is trying to avoid.

In contrast, the present invention provides a system which includesproximity-responsive electromagnetic elements which actuate the vehiclebrakes at a predetermined distance from the adjacent car, withoutrequiring actual contact. Additionally, this invention may provide athrottle-limiting damper to limit normal throttle-linkage travel andprevent inadvertant lunging of the vehicle.

A better understanding of the invention may be derived from thefollowing description and the accompanying drawings in which:

FIG. 1 is a diagram showing the overall system of the preferred form ofmy invention;

FIG. 2 is an enlarged-scale representation of the probe mechanism ofFIG. 1, and

FIG. 3 is an enlarged-scale representation of the throttle-limit of FIG.1.

As shown in the drawings, the preferred form of the invention utilizesthe conventional battery B of the vehicle, and preferably is connectedthereto via the engine ignition switch I and a conventional fuse F. Amain switch M feeds a line 11 which leads via a solenoid 12 to a pair ofcontacts 13 and 14. The contacts l3, 14 are associated respectively withthe Reverse and Low positions of the transmission, as will be discussedmore fully hereinafter.

As shown in Fig. l, the system is on and the transmission is in reversegear, so that the solenoid 12 is grounded via the contact 13 to causeactuation of the solenoid.

The mechanical portion of the solenoid 12, for which I prefer to use aDelco Remy No. 1114356 solenoid, engages both a normally-open switch 15and throttlelimit 16.

-The throttle-limit 16, as best shown in Fig. 3, in-

cludes a lever 17 hinged on a convenient structure and which is clear ofthe gas pedal 18, when at rest in the dotted-line position of Fig. 3,but is thrown into the line of travel of the gas pedal when the solenoid12 is energized. Preferably, a resilient material such as the rubberblock 19, is incorporated so that a damping resistance is applied topedal travel in addition to the travel limit imposed by the lever 17.Adjustment of the lever position may be accomplished by a stop screw 20.

The switch 15, upon aforementioned actuation by the solenoid l2, closesa line 21 with a line 22 supplying power from the battery B. In turn,the line 21 supplies power to a pole 23 of a solenoid S, The solenoid S,incorporates a switch 24 having alternate contacts 25 and 26. In theposition shown in Fig. 1, the solenoid winding is not grounded, so thatthe voltage applied to the pole 23 via line 21 is shunted to a pole 23'of a second solenoid S by means of a shunt line 28.

The contact 25 of selector solenoid S has a line 29 connected there towhich supplies the winding of actuating solenoids of a plurality ofprobe units P3, P4 and P5 at the rear of the vehicle. The alternatecontact 26' of solenoid S has a line 30 connected thereto which suppliesthe actuating solenoids of a pair of probes Pl P2 at the front of thecar.

The actual number of probes, whether at the front or the rear of thecar, may be changed as desired. 0n trucks, one or more such probe unitsmay be placed on the truck body, if desired, since the several probeunits are connected in parallel in both the forward and rear systems.

THE PROBES For simplicity, the several identical probe units will bedescribed by a representative, detailed description of only one of theunits, P5.

The actuating winding of solenoid 33 of probe P5 engages both a switch34 and a mechanical linkage 35. The linkage 35 engages a probe arm 36and, on actuation, extends the arm a preset distance of six inches, forexample, to protrude outwardly beyond the bumper or other structure ofthe vehicle. The linkage preferably includes a spring 37 and aconventional hydraulic buffer 38 to prevent slamming of the arm 36between its extended and retracted positions.

Retraction of the arm 36 is effected by a spring 39, uponde-energization of the solenoid 33. A mechanical stop 40 is positionedon the arm 36 to limit extension of the arm, such as' by engaging a pin41 on a structural member.

The arm 36 also carries a switch arm 42 which energizes an electromagnet43 byclosing across contacts 44 and 45. The contact 44 communicates withswitch 34 via a line 46 and the contact 45 with the electromagnet 43 viaa line 47.

A second switch arm 50 energizes a motion-sensing limit switch 51 byclosing across contacts 52 and 53. The contact 52 is connected to thegrounding poles 54 and 55 of solenoids S and S via a line 56.

The contact 53 is directly connected to the center arm 57 of the motionswitch 51. A pair of limit switch contacts 58 and 59 are spaced from thecenter arm, such as by a centering spring, (not shown) and are groundedin common by a line 60. A sensing-arm 61 is movable with respect to thearm 36 and carries the electromagnet 43 in a fixed relationship to thecenter arm 57 of the limit switch.

As best shown in Fig. 2, I prefer to combine the several switches whichare actuated by a switch arms 3 42 and 50 and are responsive topositioning of the arm 36. They are incorporated in a multi-contactswitch MS which is actuated by a switch arm SA mounted on the arm 36.Alignment is preserved by suitable guides such as rollers G.

The precise location of the center arm 57 with regard to theelectromagnet should be adjustable to permit initial calibration of theprobe upon installation, since response to electromagnet motion intheorder of onetenth inch is considered preferable.

Since certain objects which may be encountered are non-magnetic, such asconcrete walls, and particularly in view of the non-magnetic materialsbeing used in portions of todays cars, a rubber cushion C" preferably isapplied to the terminal portion of the sensing arm to protect both theelectromagnet and the object which might be encountered.

PROBE OPERATION With the probe extended and the electromagnet energized,the system remains stable until the sensing arm 61 is disturbed eithermechanically or by the approach of a magnetic object such as a carfender or bumper.

Motion of the sensing arm 61 in either direction will close the centercontact 57 against on of the contacts 58 and 59, thereby grounding theline 56 via the contacts 53 and 52. Grounding of the line 56 groundsboth solenoids S and S via terminals 54 and 55, thereby causing thewindings to pull both switch 24 and a grounding switch 62 which locksthe line 56 into ground via a line 63.

Opening of switch 24 de-energizes contact 25, thereby releasing theprobe solenoid 33 and allowing the spring 39 to retract the entireprobe, thus preventing the probe from causing or receiving damage.

BRAKE ACTUATION Opening switch 24 from its contact 25 effects closingwith the contact 26 of operating solenoid S and feeds power via the line70 to a grounded solenoid 71. The solenoid 71 carries a switch 72 andsuitable linkage to depress the brake foot-pedal or an equivalentcontrol member of the braking system. The switch 72 energizes anydesired signal such as. the warning bell R.

Since the solenoid S holds both itself and the line 56 grounded, thebrakes will remain locked to ground by solenoid S contact 26 andsolenoid 71. However,

upon shifting, of the transmission out of reverse, such as by the leverL schematically represented in Fig. 1, contact 13 is disengaged by thecontact arm 5 so that the system is released by the solenoid 12.

Further motion of the shift lever into low position then re-establishesa ground for the solenoid 12 via the contact 14 and the line 7 tocontact 3 and the contact arm 5. However, grounding of the contact 3also causes grounding of the selector solenoid S via line 85 so that thevoltage from 8; via shunt line 28 is applied to the front series ofprobes via contact 26 and line 30.

The circuitry and function of the system for probes P1 and P2 isotherwise the same as the for probe P3 P5 except that line 30 suppliesthe windings of the actuating solenoids in P1 and P2, while the line 31carries the ground of the trip switches by way of a. junction with theline 56 serving the windings of S and S A dash indicator lightpreferably is incorporated to show the driver that the system isoperating properly and may be used with safety. I prefer a dual systemem ploying a front" and a rear indication by bulbs 81 and 82,respectively, served by lines 83 and 84. Preferably, both bulbs arearranged to illuminate a central auto brake panel.

The line 84 is connected into each probe circuit at a point which iscontrolled by the contact arm 42 of the probe. However, the line 84should not pick up a signal at random from the probes, but should bewired in se ries so that failure of any single probe will break thecircuit to the bulb.

In order to accomplish this with a minimum of switchgear, I prefer toemploy contacts mounted on the switch arms 42 and 50 within the probesbut insulated from the remainder of the circuit therein except forchosen contacts. Therefore, the contact arm 42 carries an insulatingpusher 92 having a contact 93 positioned to engage a contact 94 when theprobe is extended.

The contact arm '50 carries an insulating pusher 100 having a contact101 positioned to engage a contact 96 when the probe is fully extended.A shunt joins contacts 93 and 96. A series line 84a joins the terminal101 of P5 to the contact 94 of P4, and a series line 84b joins thecontact 101 of P4 with the contact 94 of P3. The bulb line 84 isconnected to the terminal 101 of P3 to put the corresponding portions ofthe probes P3 to P5 in series with the bulb. To complete a potentialcircuit, the probe P5 (most distant from the bulb) is provided with afeed line 94' which joins the contact 94 with the line 47.

The light signal 82 is lighted from the line 47 of probe P5 only if eachcontact arm of each of the probes P3, P4 and P5 are in operatingposition. Therefore, failure of any part of the system will warn thedriver by lack of the proper light signal.

The system for indicator light 81 is similar to that just described,with a series line 83a performing the function similar to the seriesline 84a.

Various changes may be made in the details of the invention as disclosedwithout sacrificing the advantages thereof.

I claim:

1. A vehicle including a braking system having an actuator,

a supply of electrical power,

at least one electromagnet positioned adjacent an extremity of thevehicle,

mounting means (61) mounting said electromagnet for movement in responseto the proximity of a magnetic mass,

a switch connected to selectively energize said electromagnet from saidpower supply,

position sensing means for sensing changes in position of saidelectromagnet, and

brake-operating means responsive to said position sensing means foroperating said brake actuator in response to a predetermined motion ofsaid electromagnet.

2. A vehicle according to claim 1 including power driving means, a powercontrol for the driving means, and limiting means for limiting saidpower control in response to a predetermined motion of saidelectromagnet.

3. A vehicle according to claim 2 in which said power driving meansincludes an engine having a throttle, and said limiting means isoperable to define a predetermined maximum of throttle travel.

4. A vehicle according to claim 1 in which said position-sensing meansincludes a pair of limit switches (58, 59) positioned to engage saidmounting means at different extremes of travel, and said brake-operatingmeans includes a solenoid (S responsive to said limit switches.

5. A vehicle according to claim 4 in which said carrying member ismounted on a probe, and extending means (33) for extending said probeoutwardly from said vehicle.

6. A vehicle according to claim 5 in which the carrying member ispositioned with a portion thereof extending outwardly beyond said probe,whereby it may be mechanically displaced.

7. A vehicle according to claim 6 including a plurality of extensibleprobes, and means (S for selecting and extending said probes indifferent groups.

8. A vehicle according to claim 7 including a drive transmission havingat least a forward drive position and a reverse drive position, and saidmeans for selecting and extending the probe groups includesselectorswitch means (13, 14) responsive to said forward and reversedrive positions for selectingthe probe group to be extended.

9. A vehicle according to claim 8 including locking means (8,) lockingsaid brake-operating means (8;) in brake-operating condition until saidselector-switch means is disengaged.

10. A vehicle according to claim 8 including retracting means (39, Sresponsive to said position-sensing means for retracting the extendedprobes substantially simultaneously with operation of saidbrake-operating means.

1. A vehicle including a braking system having an actuator, a supply ofelectrical power, at least one electromagnet positioned adjacent anextremity of the vehicle, mounting means (61) mounting saidelectromagnet for movement in response to the proximity of a magneticmass, a switch connected to selectively energize said electromagnet fromsaid power supply, position sensing means for sensing changes inposition of said electromagnet, and brake-operating means responsive tosaid position sensing means for operating said brake actuator inresponse to a predetermined motion of said electromagnet.
 2. A vehicleaccording to claim 1 including power driving means, a power control forthe driving means, and limiting means for limiting said power control inresponse to a predetermined motion of said electromagnet.
 3. A vehicleaccording to claim 2 in which said power driving means includes anengine having a throttle, and said limiting means is operable to definea predetermined maximum of throttle travel.
 4. A vehicle according toclaim 1 in which said position-sensing means includes a pair of limitswitches (58, 59) positioned to engage said mounting means at differentextremes of travel, and said brake-operating means includes a solenoid(S2) responsive to said limit switches.
 5. A vehicle according to claim4 in which said carrying member is mounted on a probe, and extendingmeans (33) for extending said probe outwardly from said vehicle.
 6. Avehicle according to claim 5 in which the carrying member is positionedwith a portion thereof extending outwardly beyond said probe, whereby itmay be mechanically displaced.
 7. A vehicle according to claim 6including a plurality of extensible probes, and means (S3) for selectingand extending said probes in different groups.
 8. A vehicle according toclaim 7 including a drive transmission having at least a forward driveposition and a reverse drive position, and said means for selecting andextending the probe groups includes selector-switch means (13, 14)responsive to said forward and reverse drive positions for selecting theprobe group to be extended.
 9. A vehicle according to claim 8 includinglocking means (S1) locking said brake-operating means (S2) inbrake-operating condition until said selector-switch means isdisengaged.
 10. A vehicle according to claim 8 including retractingmeans (39, S3) responsive to said position-sensing means for retractingthe extended probes substantially simultaneously with operation of saidbrake-operating means.